Auxiliary load-carrying apparatus

ABSTRACT

This invention relates to an auxiliary load-carrying apparatus for use with such load-carrying vehicles as self-transit concrete mixer trucks. 
     The apparatus consists of two power-actuated devices having ground-engageable wheels which are selectively movable between raised-transport position and lowered ground-engaging position in which a portion of the load of the vehicle is transferred onto the ground engaging wheels of the auxiliary load-carrying apparatus. A load-carryng device is located one at each side of the vehicle and is articulated so that the wheels of the load-carrying device can move relatively freely in any one of three dimensions of movement so as to conform to the surface of the highway, or ground, by which vertical support is provided the vehicle. 
     The auxiliary load-carrying device which shares a significant portion of the vehicle load, is connected through a king pin and swivel connection to the vehicle in such a manner that the auxiliary load-carrying apparatus imparts no instability-creating forces on the vehicle because of failure to track with the turning movements of the vehicle. The auxiliary load-carrying apparatus functions distinctly but complimentarily with the vehicle in that it receives an operator-selected proportion of ground load, sustains such load notwithstanding changes of terrain, but imparts no instability-creating extraneous forces to the vehicle interferring with the vehicle&#39;s normal steering and operating functions.

BACKGROUND OF THE INVENTION

Auxiliary load-carrying apparatuses are known in the art and have gainedsome limited recognition as a means for solving the problem of meetingstate and federal regulations which prescribe load per axle and loadingper-axle per-unit-displacement between axles (the so-called "bridgelaws").

While the principle of providing operator-controlled auxiliaryload-carrying apparatuses is simple enough, and while the need for suchdevices is generally recognized, the obtainment of certainconstructional and operational parameters has not been so readilyobtainable. For example, load-carrying devices which selectively movefrom vertical raised position to lower ground-engaging position, canunduly interfere with other normal and expected functions of thevehicle, i.e., they impart instability to the vehicle, causing it toswerve, or interfere with the steering, turning, and other maneuveringfunctions of the vehicle. Quite obviously this is an intolerablesituation. Also, in raised or transport position, auxiliaryload-carrying devices tend to raise the center of gravity of thevehicle, making it unstable and unwieldy. A substantial overhead loadhas the effect of raising the center of gravity of the vehicle as awhole, so that centrifugal force during turning develops the greatereffect of tending to tip the vehicle over, or introduces objectionablesway. Overturning a vehicle, such as a self-transit concrete mixertruck, is not an uncommon occurrence. The vehicle itself is inherentlyunstable. This undesirable condition is then compounded with otherunstable-creating effects arising during turning of the vehicle with asloshing load of concrete within the mixer bowl. There is, therefore, arisk of either overturning the vehicle or requiring that the vehicleoperate at such low speeds, and with such degree of caution, that itslows down the normal delivery functions of the concrete by the driver.This is not to say prior art auxiliary load-carrying devices areinoperative; within narrow confines, they do operate, and do relieve atleast a portion of the axle loading; but the apparatuses impose anunacceptable design tradeoff in that the benefits to be gained byreduction of axle loading are offset by cumbersomeness of the machineryfor effecting the result, introducing problems of instability to thevehicle for its normal steering and transport functions, and,furthermore, create unstable conditions of steering and maneuverabilityof the vehicle whether the load-carrying apparatus is in raised orlowered positions.

At lowered position, the instability described generally results fromthe relatively inflexible nature of the frame and wheel support providedby the auxiliary load-carrying apparatus. The apparatus has a differentsteering radius as compared with the vehicle, with the result that thevehicle and load-carrying apparatus oppose each other during turns, theequipment is unduly stressed, and the normal functions of steering andmaneuvering the vehicle are impaired. These unsolved problems haveconfronted the art for many years.

SUMMARY OF THE INVENTION

It is a principal object of the present invention to provide anauxiliary load-carrying apparatus which is remotely operable to controlthe amount of load to be sustained by such apparatus and wherein theapparatus is capable, by means of a series of articulated connections,to conform to whatever irregularities of terrain that the vehicle mighttraverse.

It is another object of the present invention to provide an auxiliaryload-carrying apparatus by means of a pair of auxiliary load-carryingdevices one at each side of the vehicle, such devices beingdifferentially loaded, if needed, to provide greater lateral support forthe vehicle at one side than at the other, this being a commonrequirement where softer terrain is encountered at one side of thevehicle than at the other.

Another object of the present invention is to provide an auxiliaryload-carrying apparatus which is capable of tracking behind theload-carrying vehicle so that as the vehicle is steered or otherwisemaneuvered over the highway, the load-carrying device will trackaccurately and follow the same turning radius and without imposingextraneous loads which develop instability in the load-carrying vehicle.

A further object of the present invention is to provide an auxiliaryload-carrying device one at each side of the vehicle and each consistingof two pairs of wheels, one pair at each end of longitudinal leafsprings which are held pivotally by a linkage to the towing vehicle, theconnection with the towing vehicle providing compound turning movementin a horizontal plane and pivotal movement in a vertical plane. Thus, acombination of the turning movements in a horizontal plane and verticalat the point of connection of the towing vehicle, together with pivotalconnection between the linkage and the leaf springs, allow each wheel ofthe auxiliary device to follow any irregular contours of the terrainwhile it continuously sustains a normal force of engagement with theground and provides auxiliary weight support.

Another important object of the present invention is the use of leafspring supports for the pair of wheels which is connected to the towlinkage at a location offset from the balance point so that when liftingmovement is exerted through the linkage on the auxiliary load-carryingdevice, the wheels are removed from the ground in stages, and follow aprescribed path leading to an elevated, nested transport position inwhich such auxiliary load-carrying apparatus is stored in a verticalupward position with portions one at each side of the center of gravityof the vehicle so that the apparatus does not substantially contributeto an elevation in the center of gravity of the towing vehicle. Bymaintaining the center of gravity the same, whether the apparatus is inraised or lowered position, the apparatus will not contribute tovertical instability of the vehicle which would otherwise occur shouldthe center of gravity be raised when the auxiliary load-carryingapparatus is elevated.

Another important object of the present invention lies in the ability ofeach wheel of the auxiliary load-carrying device to deflect in avertical plane containing the axis of rotation of the wheel so that thecamber angles of the wheels can vary against the torsional resistance ofthe leaf spring responsively to normal load shocks. The resilience ofthe leaf springs will, of course, return the wheels to their propercamber angle when the distortion-producing forces are relieved.

An overall object of the present invention is that the auxiliaryload-supporting apparatus can be retrofitted onto existing vehicles,such as self-transit concrete mixer trucks or other load-bearingvehicles, and does not require a subframe. Thus, the device can bereadily installed and is actuatable remotely from the cab of the vehicleto bring the auxiliary load-carrying apparatus into either elevatedtransport position or downwardly into ground-engaging position to sharea portion of the load. Either when elevated or raised, the apparatus ispositionable so as not to interfere with the normal function of thevehicle's other operations. For example, in the self-transit mixer, theapparatus is located so as not to interfere with the chute, hopper, ordrum and in no way impedes the normal function of either theself-transit mixer or other functions of a load-carrying vehicle.

Other objects and features of the present invention will become apparentfrom a consideration of the following description, which proceeds withreference to the accompanying drawings.

DRAWINGS

FIG. 1 is an isometric view of a load-carrying device, in this instancea self-transit concrete mixer unit having auxiliary load-carryingapparatus with one device at each side of the vehicle, at the rearthereof, and corresponding with the present invention;

FIG. 2 is a side elevation view illustrating the self-transit mixer ofFIG. 1 in phantom view and illustrating the auxiliary load-carryingapparatus in full view;

FIG. 3 illustrates the load-carrying device at one side of the vehicleduring the lifting procedure, progressing first from the full-lineposition of FIG. 2 to the full-line position of FIG. 3, and furtherraising, producing the dotted line position of FIG. 3;

FIG. 4 illustrates the apparatus of FIG. 2, showing the towing vehicleand auxiliary load-carrying apparatus on different inclination terrainbut without disrupting the normal operation;

FIG. 5 is a top view illustrating the frame of the load-bearing vehicleand two extreme steering positions for the auxiliary load-carryingapparatus, the full-line position illustrating the position of theauxiliary load-carrying apparatus which automatically occurs during aright-hand turn of the vehicle and the dotted line position showing theother extreme angular position for the auxiliary load-carryingapparatus, automatically assumed during a left-hand turn by the vehicle;

FIG. 6 illustrates schematically the hydraulic system for biasing theauxiliary load-carrying apparatus downwardly against the ground toeffect the preferred proportion of load-sharing between the vehicle andthe auxiliary load-carrying device, this system also being used forelevating the apparatus from a lowered position to a raised positionillustrated in FIG. 3; and

FIG. 7 is an isometric exploded view illustrating the leaf spring beamswhich support the pairs of wheels at opposite ends thereof for auxiliaryload-carrying function and further illustrating details of theload-bearing axle at the rear end of the frame.

DETAILED DESCRIPTION OF THE INVENTION

Referring to FIG. 1, a self-transit concrete mixer truck designatedgenerally by reference numeral 10 includes a cab 12, ground engagingfront wheels 14 which are steerable and rear wheels 16 which supportthrough a frame 18 a rotatable mixer drum 20 having a charging hopper 22and chute 24 through which the concrete is directed when it isdischarged by counter-rotation of the drum 20. The chute position iscontrolled angularly by means of a fluid motor actuator 26 and the chute24 is angularly positionable by rotation about a turntable 28 whichreceives the discharging concrete from the open end of the mixer drum20.

At the rear 30 of frame rails 32 (FIG. 5), is circular cross sectionaxle beam 34 having ends 36,38 which provide bearing support for angularmovement of lever 40, there being one lever 40 at each of opposite sidesof the vehicle frame 18.

Each lever 40 has an integrally related sleeve 42 journaled forrotatable movement about axle beam 34 and further includes two lugs46,48 with a journal pin 50 received through aligned openings 52 in thetwo lugs 46,48. It is through this journal pin 50 that each of the twoauxiliary load-carrying devices (designated generally by referencenumerals 60,62) are attached to the vehicle. Each of the two identicallyconstructed auxiliary load-carrying devices consists of an obtuselyangled strut 64, each with a bushing 66 attached to the journal pin 50.Thus, as shown in FIG. 5, the auxiliary load-carrying device can movepivotally about the journal pin 50 to provide for different steeringangles as the auxiliary load support devices 60,62 track behind thevehicle when the vehicle undergoes a turn.

Because each sleeve 42 turns about axle beam 34, such turning movementraises the auxiliary load-carrying devices 60,62 since the sleeveeffects rotational lifting movement through the lugs 46,48 and thejournal pin 50, through the obtusely shaped strut 64, thereby raising,lowering, and biasing the auxiliary load-carrying devices 60,62 with thepreferred ground engagement force.

Each strut 64 is secured through a U-shaped clamping device 70 to astack of leaf springs 72 which act as a beam. The point of engagement ofthe U-shaped clamping device is geometrically offset in the direction ofthe front of the leaf spring beam for a purpose which will be laterexplained. A pivot, or hinged, connection 74 is provided between end 76and U-shaped clamping device 70 so that a front set of wheels 78 andrear set of wheels 80 are journaled at opposite ends of the leaf springbeam 72 and rock slightly about this pivoted connection 74 provided bypin 74a. Thus, as the front pair of wheels 78 moves over a stone, rock,or the like, the front pair or set of wheels can ride up and over suchobstruction while the rear set of wheels 80 remains in groundengagement.

Because the leaf spring beam 72 can twist slightly (FIG. 2), the axleconnection 84 for the pairs of wheels 78,80 can twist the leaf springbeam slightly, thus varying the camber angle of the wheels, with respectto the ground. The axle 84 is clamped by U-shaped clamps 85 throughplate 87. Threaded ends 91 pass through openings in plate 87 and nuts 89are used to clamp axle 84 to the end of the leaf spring beam 72. Thisslight torsional movement is permitted so that the wheels and entireload-sharing mechanism can yieldably conform with virtually any varietyof ground-encountered obstructions and still remain in ground engagementand at the same normal force. Thus, front wheels 78 can move overstones, mounds, and follow any irregular ground contact relative to therear set of wheels 80, either of the auxiliary weight-supporting devices60,62 is free, one device 60 independently of the other, 62, to followthe particular terrain conditions encountered at opposite lateral sidesof the vehicle. Each set of wheels can assume whatever camber angle itmay be temporarily distorted to, by reason of the torsional yieldabilityof the leaf spring beam 72 and each load-supporting device can assumewhatever attitude is necessary relative to the longitudinal axis of thevehicle as shown in FIG. 4. Thus, should the vehicle be in a differentgrade than the auxiliary load-bearing device, each is independentlycapable of remaining in full engagement not-withstanding the differencein grade, the condition of FIG. 4 being permitted because of the turningabout pin 74 of leaf spring beam 72.

While all of these articulated connections described permit theindividual and cumulative adjustable movements of the ground-engagingwheels on the auxiliary load-supporting device, the load-supportingdevice is also free to "track", i.e., to follow the turning radius ofthe vehicle, since each device 60,62 can turn on its king pin 50, thisbeing the result for shallow-turning angles, sharp-turning angles, andcompound turning, i.e., S-shaped turns.

Referring to FIG. 6, the device is raised by means of a power cylinder90 having a piston 92 and piston rod 94 with a circular opening 96having a pin connection 98 with lever 40. Lever 40 can be reinforced bymeans of a gusset plate 41 connecting to the bearing sleeve in themanner indicated in FIG. 7.

When it is desired to bias the auxiliary load-carrying device in adownwardly direction, piston 92 is biased to the right, introducingfluid into the variable volume chamber 100. Hydraulic pump 104 has fluidconnection 106 through reservoir 108 and power supply line 110, andcontrol valve assembly 112 with a control lever 114 having a neutralposition "N", lowering position "L", and raising position "R". When thecontrol handle 114 is moved to the position indicated by the letter "L",line 110 is connected through 112 in line 118 to the variable volumechamber 100 expanding that chamber and biasing the piston 92, piston rod94 toward the right and pivoting lever 40 together with its bearingsleeve in a clockwise direction (FIG. 2). During lowering, the variablevolume chamber 120 exhausts fluid through line 122 through control valveassembly 112 and return line 124 to the reservoir 108.

When it is desired to raise the auxiliary load support device, controlhandle 114 is moved from the "N" position, or neutral position, to the"R" position designating the "raising" position, at which time the pump104 having pressure line 110 is communicated through the control valveassembly 112 through line 122 to chamber 120 biasing the piston 92 tothe left, together with the piston rod 94, thus rotating the lever 40 ina counter-clockwise direction about the axle beam 34 (FIG. 2) mountedthrough bracket 133 bolted to frame rails 32. Fluid form contractingchamber 100 (FIG. 6) is exhausted through line 118 and control 112through return line 124 to reservoir 108. As shown, the pump 104 isalways replenished with hydraulic fluid from the reservoir 108 throughsupply line 106.

When the device is initially caused to move into raising position, theaxle 84 (FIG. 2) moves upwardly and engages the nock 140 (FIG. 2)because the obtusely angled linkage 64 is connected through U-shapedclamp 70 in a direction which is geometrically offset from the balancepoint between the front set of wheels 78 and rear set of wheels 80;thus, the wheels 78 are initially lifted upwardly as indicated. There isa compound angular movement, the first compound angular movementoccurring by turning of the lever 40 and its bearing sleeve about axle34. This likewise causes the obtusely angled strut 64 to turn with thesleeve, because the sleeve and lugs are attached to linkage 64 throughthe journal pin 50. Once the axle 84 engages the undersurface of linkage64, further rotational movement of linkage 64 together with lever 40raises the rear set of wheels 80 which describe a vertically upwardmovement about an arc labeled 150 in FIG. 3. This angular upwardmovement continues until the rear set of wheels 80 is fully raised. In afully raised position, the rear set of wheels 80 is displaced to theright of pivot connection 74. The raised rear wheels 80 are verticallyhung so that they create a moment about 74, tending to hold the axle 84for the front wheels 78 against the underside of the linkage 64.

The linkage is locked by dropping a lock pin (not shown) through alignedopenings 43, in bearing sleeve 44 and mounting beam 64.

OPERATION

In operation, each auxiliary load-carrying device 60-62 is held in araised transport position when the vehicle 10 is not carrying load. Theauxiliary load-carrying devices are also raised when, in the case ofself-transit concrete mixer units, the device is operated in theconcrete discharging mode. While such auxiliary load-carrying devicesare raised, the chute 24 is extended, the mixer drum 20 iscounter-rotated, and the concrete contents are discharged through theopen end of the mixer drum and into the chute 24, with the chute 24being swingable to direct the concrete where it is needed at the jobsite.

One of the important features of the present invention is that, in theraised position, the auxiliary load-carrying devices do not interferewith any of the normal operations of charging concrete mixture to theinterior of the mixer drum 20 through the charge hopper 22, nor do theyinterfere with the discharging functions of the transit mixer truck,since the drum is counter-rotatable to effect discharge of the contentsof the drum and into the chute 24 which is readily swingable withoutinterference by the auxiliary load-carrying devices in their raisedpositions. It should be understood that the load-carrying devices areraised while the vehicle is in its discharging mode and are not requiredat this time, since the vehicle is not traveling down the highway and iseither stationary or maneuvered under very low speed to help in locatingthe concrete as it is discharged and directed from the chute 24 at thebuilding site.

In the raised position (referring to FIG. 3), the center of gravity islabeled "C.G."; a horizontal line through the point "C.G.",substantially bisects the line connecting the axle of the front wheels78 and rear wheels 80. Because of this division of weight distributionabove and below the horizontal line passing through the center ofgravity of the vehicle, the auxiliary load-carrying device in its raisedposition does not cause the center of gravity to be raised as inprevious devices. The higher the center of gravity, of course, the moreunstable the vehicle in making turns or other maneuvers. It is,therefore, one of the important features of the present invention that,in the raised position, the auxiliary load-carrying device does notaffect in any substantial manner the location of the center of gravityand, therefore, imparts no factor of instability of the vehicle as isthe case with prior art devices of the character and type described.When it is desired to lower the auxiliary load-carrying devices torelieve axle-loading associated with wheels 14,16 of the vehicle 10,handle 114 is operated from the cab which is displaced into the "L"position (FIG. 6), communicating pressure from pump 104 through line 110and line 118 to the chamber 100, displacing the piston 92, piston andpiston rod 94 to the right (FIG. 6). There is a power cylinder pivotallymounted at 125 on mounting plate 127 associated one on each side of thevehicle and each is independently operated.

The auxiliary load-carrying devices are then rotated from the positionshown in FIG. 3 to the full-line position in FIG. 2. An importantfeature of the present invention is that each device can bedifferentially operated so that greater support can be provided at oneside of the vehicle as compared with the opposite side. This can be avery useful result when it is desired to provide greater lateral supportat one side of the vehicle than at the opposite side because ofdifferent terrain conditions or because a greater amount of vehicle loadis sustained at one side or the other during mixing.

When the auxiliary load-bearing devices are in the down position and thevehicle is moving, each device 60,62 is independently movable so that asthe vehicle turns, each is free to move on its respective king pinconnection 50. It is important that this be so, since, referring to FIG.5, should the vehicle be turning to the right, the inboard device 62 hasto assume a different turning radius than the outboard device 60. Shouldthe two devices 60,62 be rigidly interconnected as in previous devices,or rigidly connected to the vehicle, as in still other devices, thenback end "swerve" developed by the auxiliary devices is communicated tothe vehicle so that the rear of the vehicle is biased inertially out ofits turning radius, with the result that lateral skid forces areproduced on the vehicle. This is because all of the wheels are notturning about the same center. The described objectionable forces on thevehicle tend to tilt it, or tip it. In those cases where the vehicle isfully loaded and the center of gravity is high, such biasing forces canand have produced tipover of the vehicle. This situation is totallyobviated in the present invention, since each of the auxiliaryload-carrying devices is free to assume whatever position is appropriatefor a vehicle turn, and all of the objectionable inertial loadings whichcould create instability in steering, are eliminated, since each device60,62 is at all times free to respond through the king pin 50 to assumethe correct position. This result applies for shallow turns, sharpturns, and S-shaped turns.

The devices 60,62 are capable of encountering different road conditionsfrom the front to the rear of the device, whether passing over smallobstructions in the highway or being on a different inclination than thevehicle. Each of the devices 60,62 can respond differently, since eachis independently vertically movable through the cylindrical bushing 42which rotates independently at opposite ends of the axle beam 34. Thus,device 62 relatively to device 60 can be at the same, a higher, orlower, level.

For the same reasons, the vehicle and the auxiliary load-carryingdevices can be in different inclinations, as illustrated in FIG. 4.

The front set of wheels 78 of each device can move relatively to therear set of wheels by virtue of the hinge, or pivot, connection 74,allowing the sets of wheels to move over obstructions in the form ofstones or other irregularities in the terrain, and the camber of thewheels 78,80 can vary, since they are attached through axles 84 to a setof leaf springs 72 which are torsionally yieldable. Thus, the camber ofthe wheels can vary according to the crown of the road, or in the eventthat one of the wheels of a pair of wheels is externally loaded to agreater extent by hitting an obstruction.

As a result of the foregoing, not only are the respective devices 60,62independently positionable, but so, also, are the respective sets offront and rear wheels 78,80 of each device 60,62. Because of thisdescribed combination of articulated connections, each wheel, whilesustaining a relatively constant normal force of ground engagement,which serves the function of relieving axle loading on the vehicle, willin no way impart objectionable external forces to such towing vehicle toproduce unstable conditions during vehicle turning. Similarly, roadshocks which are sustained by the auxiliary load-carrying device, arefully absorbed by the device and without transmittinginstability-creating force back to the vehicle.

Once the wheels 78,80 of each device are in ground engagement, theycontribute vertical support to the vehicle at all times, regardless ofconditions of terrain or vehicle movement. The wheels ride up and overobstructions, travel either in the same or different inclination as thevehicle, and are resiliently supported through the leaf spring beam,through the compound articulated connections consisting of the king pinaxle 50, sleeve bearing 42, hinge connection 74, and torsionalresilience obtained by mounting axles 84 at the opposite ends of leafsprings. Through a combination of these movements, the wheels in theauxiliary load-carrying devices can sustain normal loads in any attitudeor position whether the same as, or dissimilar from, the towing vehicle.

Another important feature of the present invention is that, as thedevice is retracted, or swung to an upper position, it automaticallyassumes its correct position by means of a two-stage retraction, whichwill next be described.

Referring to FIGS. 3,4, because the hinge connection 74 between linkage64 and leaf spring member 72 is forwardly offset from the balance point,lifting action exerted through hinge 74 causes first the front wheels 78to pick up and their axle 84 engages with the undersurface of thelinkage 64. This engagement serves to locate the wheels 78,80 and leafsprings 72 in relation to linkage 64 so that as the linkage 64 continuesto be rotated upwardly the device 60 as a whole is next swung upwardlyalong arc 150 described by the dot-dash line in FIG. 3. The devices60,62 are located automatically in relation to the raising mechanism andwithout need for any operator intervention to locate the parts of theauxiliary load-carrying devices 60,62.

All that is needed to raise the device is to effect retractile movementof the piston rod 94 by introducing fluid pressure within chamber 120(FIG. 6) and at the end of the stroke of the piston 92 within cylinder90, the auxiliary load-carrying devices are fully raised.

This raising and lowering is remotely accomplished within the cab bymeans of the handle 114 which is moved from a neutral position either tothe "L" positon which lowers the auxiliary load-carrying devices, orraising them by moving the lever from the "N", or neutral, position, tothe "R" position, which is the raise, or carry, position. Each device60,62 is selectively lowered as well, and with a preferred normalpressure.

Each set of wheels 78,80 can be equipped, if desired, with fenders 140which shield the tires and prevent splash.

Although the present invention has been illustrated and described inconnection with a single set of example embodiments, it will beunderstood that this is illustrative of the invention and is by no meansrestrictive thereof. It is reasonably to be assumed that those skilledin this art can make numerous revisions and adaptations of the inventionand that it is intended that such revisions and adaptations of theinvention will be included within the scope of the following claims asequivalents of the invention.

What is claimed is:
 1. A process for providing supplementaryload-carrying support for a load-carrying vehicle comprising the stepsof: imposing through a compound angle support which provides for bothvertical raising and lowering of the wheels and castering thereof, arelatively constant force upon support wheels, and resilientlyconstraining each of said wheels individually through a torsion meanswhich provides flexure of the tire and tire support in a lateral sense.2. The process in accordance with claim 1 including the step of exertingthrough a pressurized fluid medium a substantially constant force uponsaid auxiliary load-supporting wheels to maintain a substantiallyconstant lifting effort on the vehicle regardless of the in-line ornon-in-line condition of the vehicle and auxiliary support device as thecombination moves over crest and dip road conditions.
 3. The process inaccordance with claim 1, including the step of continuously maintaininga constant effort on said auxiliary wheel support device to effect asubstantially constant normal force of engagement between the ground andthe auxiliary wheel support device to prevent instability of the drivingand steering wheels of the vehicle.
 4. The process in accordance withclaim 3 including the steps of applying differential normal forcethrough the auxiliary wheel support at the respective lateral sides ofthe vehicle to compensate for unequal vehicle loads.
 5. The process inaccordance with claim 1 in which the auxiliary wheel support mechanismis in combination with a self-transit concrete mixer unit having a reardischarge chute and hopper and including the steps of: verticallyrotating the forward wheels of said auxiliary support mechanism to araised position to be non-obstructive with movement of said chute andthe upper one of said wheels sufficiently raised to be nonobstructivewith the charge hopper.
 6. The process for raising and lowering anauxiliary wheel support mechanism for vehicles comprising the steps of:applying a lifting force on the vehicle through a longitudinal supportmember having a support wheel set consisting of one wheel at each ofopposite ends of said support member and in which the lifting force isoffset from the geometric center line of said longitudinal supportmember, effecting a raising action first upon the forward wheel of saidset of wheels to bring a portion of said auxiliary wheel supportmechanism into contact with a recess of the lifting arm adapted toretain the portions in such recessed position, and thereafter pivotingthe entire wheel support mechanism upwardly to exert raising movement ofthe rear wheel of said auxiliary support mechanism whereby such rearwheel is raised to a vertical position, higher than its associatedforward wheel, and completely out of ground contact.
 7. A process forproviding auxiliary load-carrying support for self-transit concretemixers comprising the steps of: applying a normal force of groundengagement through a compound linkage upon auxiliary load-carryingdevices, one at each side of the vehicle and consisting of a flexible,elongated member having a pair of ground engaging wheels at oppositeends of the respective elongated members, raising such devices in stagesto out-of-ground engagement position by effecting in sequence a verticalraising effort on said longitudinal members at a point offset from thecenter thereof to effect first lifting out of ground engagement of theforward ones of the respective wheels of said load-carrying device andbringing portions of said device into engagement with recessed members,continuing to effect lifting action through said offset connections toproduce progressive pivotal movement of said auxiliary load-carryingdevices about their engagement with said recessed member until the rearwheels of the respective auxiliary load-carrying devices are pivoted toraised positions above the level of said forward wheels.
 8. The processin accordance with claim 7 in which said forward wheels are disposedvertically above the center of gravity of the vehicle and the lowerwheels are disposed below the center of gravity of the vehicle to be inoffsetting relation.
 9. The process in accordance with claim 8 includingthe step of disposing the forward wheels of said auxiliary load-carryingdevice in direct proximity with the rear of the vehicle to provide loadsupport in a manner minimizing shift of load to the forward axle of thetowing vehicle.